Sign up to receive free email alerts when patent applications with chosen keywords are publishedSIGN UP

Abstract:

Methods and systems are provided for providing information relating to
taxiing an aircraft at an airport having a plurality of taxi paths. One
exemplary method involves identifying a first aircraft location on a
first taxi path and a first aircraft heading along the first taxi path,
and determining a first subset of possible taxi paths from the plurality
of taxi paths based on the first aircraft location and the first aircraft
heading, such that each respective taxi path of the first subset
intersects the first taxi path at a respective intersection location in
the first aircraft heading from the first aircraft location. The method
continues by receiving a first input, and when the first input
corresponds to a second taxi path of the first subset, providing
indication of the second taxi path.

Claims:

1. A method for providing information relating to taxiing an aircraft at
an airport having a plurality of taxi paths, the method comprising:
identifying a first aircraft location on a first taxi path of the
plurality of taxi paths; identifying a first aircraft heading at the
first aircraft location; determining a first subset of possible taxi
paths for selection from the plurality of taxi paths based on the first
aircraft location and the first aircraft heading, wherein each respective
taxi path of the first subset intersects the first taxi path in the first
aircraft heading from the first aircraft location; receiving a first
input; and when the first input is indicative of a second taxi path of
the first subset, providing indication of the second taxi path.

2-3. (canceled)

4. The method of claim 1, wherein determining the first subset further
comprises: excluding, from the first subset, one or more taxi paths of
the plurality of taxi paths that intersect the first taxi path in a
direction opposite the first aircraft heading from the first aircraft
location.

5-7. (canceled)

8. The method of claim 1, the first input comprising an audio input,
wherein the method further comprises: recognizing the audio input as the
second taxi path using the first subset as a speech recognition
vocabulary; and providing indication of the second taxi path in response
to recognizing the audio input as the second taxi path.

9-10. (canceled)

11. The method of claim 1, wherein providing indication of the second
taxi path comprises displaying a portion of the first taxi path between
the first aircraft location and an intersection of the first taxi path
and the second taxi path using a visually distinguishable characteristic.

12. (canceled)

13. The method of claim 1, wherein when the first input corresponds to a
hold instruction for the second taxi path, providing indication of the
second taxi path comprises graphically indicating the hold instruction
proximate an intersection of the first taxi path and the second taxi
path.

14. A method for displaying taxi instructions for taxiing a vehicle at a
ground location having a plurality of taxi routes, the method comprising:
obtaining an initial location of the vehicle along a first taxi route of
the plurality of taxi routes; obtaining a heading of the vehicle along
the first taxi route; identifying a set of possible taxi routes from the
plurality of taxi routes based on the heading of the vehicle, the set of
possible taxi routes comprising a subset of the plurality of taxi routes,
wherein each possible taxi route intersects the first taxi route in front
of the initial location; receiving an audio input indicative of a desired
taxi route; identifying a second taxi route from among the set of
possible taxi routes as the desired taxi route based on the audio input
and the set of possible taxi routes; and in response to identifying the
second taxi route, graphically indicating the second taxi route on a
display device associated with the vehicle.

15. The method of claim 14, further comprising, wherein identifying the
second taxi route comprises recognizing the audio input as the second
taxi route using a recognition vocabulary limited to the set of possible
taxi routes.

16. The method of claim 14, wherein identifying the set of possible taxi
routes further comprises: excluding, from the set of possible taxi
routes, one or more taxi routes of the plurality of taxi routes that
intersect the first taxi route in a direction opposite the heading of the
vehicle.

17. (canceled)

18. A system for an aircraft comprising: a data storage element, the data
storage element maintaining information pertaining to a plurality of taxi
paths for an airport; a display device; a user input device, the user
input device being capable of receiving an input; and a processing system
coupled to the data storage element, the display device, and the user
input device, wherein the processing system is configured to: obtain a
first aircraft location on a first taxi path of the plurality of taxi
paths; obtain a first aircraft heading along the first taxi path at the
first aircraft location; determine a first subset of possible taxi paths
for selection from the plurality of taxi paths based on the first
aircraft heading and the first aircraft location, wherein each taxi path
of the first subset intersects the first taxi path in the first aircraft
heading from the first aircraft location; identify a second taxi path
from among the first subset based on the input; and graphically indicate,
on the display device, a first taxi segment corresponding to at least a
portion first taxi path between the first aircraft location and an
intersection of the first taxi path and the second taxi path.

19. The system of claim 18, wherein the user input device comprises an
audio input device capable of receiving an audio input indicative of a
desired taxi path, wherein the processing system is configured to
recognize the audio input as the second taxi path utilizing a recognition
vocabulary limited to the first subset.

20. The system of claim 18, further comprising an avionics system onboard
the aircraft and coupled to the processing system, wherein the processing
system is configured to provide the second taxi path to the avionics
system, the avionics system being configured to notify a user when a
location of the aircraft along the first taxi path is proximate to the
second taxi path.

21. The method of claim 1, the first input comprising an audio input,
wherein the method further comprises: limiting a speech recognition
vocabulary using the first subset, resulting in a limited speech
recognition vocabulary, wherein each taxi path in the limited speech
recognition vocabulary intersects the first taxi path in the first
aircraft heading from the first aircraft location; and recognizing the
first input as the second taxi path using the limited speech recognition
vocabulary.

22. The method of claim 1, further comprising displaying, on a display
device onboard the aircraft, a graphical representation of the first
subset.

23. The method of claim 1, wherein determining the first subset further
comprises determining the second taxi path intersects the first taxi path
at an intersection location in the first aircraft heading from the first
aircraft location.

24. The method of claim 1, wherein determining the first subset further
comprises: excluding, from the first subset, one or more taxi paths that
intersect the first taxi path based at least in part on an operating
characteristic of the aircraft.

25. The method of claim 24, wherein excluding the one or more taxi paths
comprises: excluding a third taxi path of the plurality of taxi paths
based at least in part on a velocity of the aircraft and a distance
between the first aircraft location and an intersection of the first taxi
path and the third taxi path.

26. The method of claim 24, wherein excluding the one or more taxi paths
comprises: excluding a third taxi path of the plurality of taxi paths
based at least in part on a turning radius of the aircraft and an angle
of intersection between the third taxi path and the first taxi path.

27. The method of claim 1, wherein providing indication of the second
taxi path comprises indicating when a location of the aircraft along the
first taxi path is proximate the second taxi path.

28. The method of claim 11, further comprising: determining an
anticipated heading of the aircraft along the second taxi path;
determining a second subset of possible taxi paths for selection from the
plurality of taxi paths based on the anticipated heading of the aircraft
along the second taxi path, wherein each respective taxi path of the
second subset intersects the second taxi path in the anticipated heading
of the aircraft from an intersection of the first taxi path and the
second taxi path; receiving a second input; and when the second input
corresponds to a third taxi path of the second subset of the plurality of
taxi paths, displaying a portion of the second taxi path between the
first taxi path and the third taxi path using the visually
distinguishable characteristic.

29. The method of claim 14, further comprising: determining an
anticipated heading of the vehicle along the second taxi route;
identifying a second set of possible taxi routes from the plurality of
taxi routes, wherein each possible taxi route of the second set
intersects the second taxi route in the anticipated heading from an
intersection of the first taxi route and the second taxi route; receiving
a second audio input indicative of a second desired taxi route;
identifying a third taxi route from among the second set of possible taxi
routes as the second desired taxi route based on the second audio input
and the second set of possible taxi routes; and in response to
identifying the third taxi route, graphically indicating the third taxi
route on the display device.

Description:

TECHNICAL FIELD

[0001] The subject matter described herein relates generally to avionics,
and more particularly, embodiments of the subject matter relate to
avionics systems and related cockpit displays adapted for indicating
received taxi instructions to a user.

BACKGROUND

[0002] Taxi instructions, also referred to as a taxi clearance, provide a
specific route comprising a sequence of taxiways, runways, or segments
thereof, which an aircraft (or another vehicle) should follow when
traversing between to locations on the ground (e.g., between terminals,
hangars and/or runways) to avoid confusion and/or runway incursions or to
otherwise maintain safe and organized ground traffic flow. Taxi
instructions are typically received by a pilot from an air-traffic
controller immediately prior to taxiing the aircraft, for example, from a
terminal and/or hangar to a runway for departure, from a runway to a
terminal and/or hangar after landing, or to otherwise taxi the aircraft
clear of a runway.

[0003] Traditionally, pilots were responsible for maintaining an
up-to-date paper chart, known as an airport diagram, which provides a map
or layout of the runways, taxiways, terminals and/or hangars for each
airport where the aircraft is expected to be operated. After receiving
taxi instructions at an airport, the pilot would manually record the taxi
instructions (e.g., by writing them down on a piece of paper) and then
utilize the paper chart corresponding to that airport to navigate the
aircraft about the airport in accordance with the received taxi
instructions. This undesirably increases a pilot's workload and distracts
the pilot's focus and/or attention on operating the aircraft, and thus,
degrades the pilot's situational awareness. Additionally, larger airports
typically have a large number of taxiways, runways, terminals and/or
hangars, potentially resulting in more complex taxi instructions, which
in combination with an increasing amount of ground traffic, further
increases the demand on a pilot.

BRIEF SUMMARY

[0004] A method is provided for providing information relating to taxiing
an aircraft at an airport having a plurality of taxi paths. The method
comprises identifying a first aircraft location corresponding to a
location on a first taxi path of the plurality of taxi paths and
identifying a first aircraft heading corresponding to a heading of the
aircraft along the first taxi path at the first aircraft location. The
method further comprises determining a first subset of the plurality of
taxi paths based on the first aircraft location and the first aircraft
heading, wherein each respective taxi path of the first subset of the
plurality of taxi paths intersects the first taxi path at a respective
intersection location in a direction substantially aligned with the first
aircraft heading from the first aircraft location. The method further
comprises receiving a first input and providing indication of a second
taxi path of the first subset of taxi paths when the first input
corresponds to the second taxi path.

[0005] In another embodiment, a system for an aircraft is provided. A
system for an aircraft comprises a data storage element, a user input
device, and processing system coupled to the data storage element and the
user input device. The data storage element maintains information
pertaining to a plurality of taxi paths for an airport. The processing
system is configured to obtain a first aircraft location corresponding to
a location of the aircraft on a first taxi path of the plurality of taxi
paths, obtain a first aircraft heading corresponding to a heading of the
aircraft along the first taxi path at the first aircraft location, and
determine a first subset of the plurality of taxi paths, wherein each
taxi path of the first subset intersects the first taxi path in a
direction substantially aligned with the first aircraft heading from the
first aircraft location. The processing system is further configured to
identify a second taxi path from among the first subset based on an input
received from the user input device.

[0006] This summary is provided to introduce a selection of concepts in a
simplified form that are further described below in the detailed
description. This summary is not intended to identify key features or
essential features of the claimed subject matter, nor is it intended to
be used as an aid in determining the scope of the claimed subject matter.

BRIEF DESCRIPTION OF THE DRAWINGS

[0007] Embodiments of the subject matter will hereinafter be described in
conjunction with the following drawing figures, wherein like numerals
denote like elements, and

[0008]FIG. 1 is a block diagram of a system suitable for use in an
aircraft in accordance with one embodiment;

[0009]FIG. 2 is a flow diagram of an exemplary taxi clearance display
process suitable for use with the system of FIG. 1 in accordance with one
embodiment;

[0010] FIG. 3 depicts an exemplary navigational map suitable for use with
the taxi clearance display process of FIG. 2 in accordance with one
embodiment;

[0011]FIG. 4 depicts an exemplary navigational map suitable for use with
the taxi clearance display process of FIG. 2 in accordance with one
embodiment; and

[0012] FIG. 5 depicts an exemplary navigational map suitable for use with
the taxi clearance display process of FIG. 2 in accordance with one
embodiment.

DETAILED DESCRIPTION

[0013] The following detailed description is merely exemplary in nature
and is not intended to limit the subject matter of the application and
uses thereof. Furthermore, there is no intention to be bound by any
theory presented in the preceding background or the following detailed
description.

[0014] Techniques and technologies may be described herein in terms of
functional and/or logical block components, and with reference to
symbolic representations of operations, processing tasks, and functions
that may be performed by various computing components or devices. It
should be appreciated that the various block components shown in the
figures may be realized by any number of hardware, software, and/or
firmware components configured to perform the specified functions. For
example, an embodiment of a system or a component may employ various
integrated circuit components, e.g., memory elements, digital signal
processing elements, logic elements, look-up tables, or the like, which
may carry out a variety of functions under the control of one or more
microprocessors or other control devices.

[0015] The following description refers to elements or nodes or features
being "coupled" together. As used herein, unless expressly stated
otherwise, "coupled" means that one element/node/feature is directly or
indirectly joined to (or directly or indirectly communicates with)
another element/node/feature, and not necessarily mechanically. Thus,
although the drawings may depict one exemplary arrangement of elements,
additional intervening elements, devices, features, or components may be
present in an embodiment of the depicted subject matter. In addition,
certain terminology may also be used in the following description for the
purpose of reference only, and thus are not intended to be limiting.

[0016] For the sake of brevity, conventional techniques related to
graphics and image processing, navigation, speech and/or voice
recognition, aircraft controls, and other functional aspects of the
systems (and the individual operating components of the systems) may not
be described in detail herein. Furthermore, the connecting lines shown in
the various figures contained herein are intended to represent exemplary
functional relationships and/or physical couplings between the various
elements. It should be noted that many alternative or additional
functional relationships or physical connections may be present in an
embodiment of the subject matter.

[0017] Technologies and concepts discussed herein relate to systems
adapted to allow a user to input an assigned taxi clearance (or taxi
instructions). The possible taxiways and/or runways allowable as an input
are limited based on the current and/or previously identified taxiway
and/or runway and the aircraft's heading and location along the current
and/or previously identified taxiway and/or runway. As a result, the
number of possible options is reduced, thereby simplifying the task of
inputting the next desired taxiway and/or runway and reducing the
workload on a user. The taxi instructions may be displayed in connection
with a map of the particular airport on a display device onboard the
aircraft, in a manner that allows the user to easily review and execute
the taxi instructions. Although the subject matter is described herein in
the context of an aircraft, it should be understood that the subject
matter may be similarly utilized with any vehicle being utilized for
ground transportation about an airport (e.g., a refueling truck, a
maintenance vehicle, or another ground support vehicles), and the subject
matter described herein is not intended to be limited to any particular
vehicle or vessel.

[0018]FIG. 1 depicts an exemplary embodiment of a system 100, which may
be located onboard a vehicle such as an aircraft 120. In an exemplary
embodiment, the system 100 includes, without limitation, a display device
102, a user input device 104, an audio output device 105, a processing
system 106, a display system 108, a communications system 110, a
navigation system 112, a flight management system (FMS) 114, one or more
avionics systems 116, and a data storage element 118 suitably configured
to support operation of the system 100, as described in greater detail
below. It should be understood that FIG. 1 is a simplified representation
of a system 100 for purposes of explanation and ease of description, and
FIG. 1 is not intended to limit the application or scope of the subject
matter in any way. Practical embodiments of the system 100 and/or
aircraft 120 will include numerous other devices and components for
providing additional functions and features, as will be appreciated in
the art. In this regard, although FIG. 1 depicts a single avionics system
116, in practice, the system 100 and/or aircraft 120 will likely include
numerous avionics systems for obtaining and/or providing real-time
flight-related information that may be displayed on the display device
102 or otherwise provided to a user (e.g., a pilot, a co-pilot, or crew
member). A practical embodiment of the system 100 and/or aircraft 120
will likely include one or more of the following avionics systems
suitably configured to support operation of the aircraft 120: a weather
system, an air traffic management system, a radar system, a traffic
avoidance system, an autopilot system, an autothrust system, an
electronic flight bag and/or another suitable avionics system.

[0019] In an exemplary embodiment, the display device 102 is coupled to
the display system 108. The display system 108 is coupled to the
processing system 106, and the processing system 106 and the display
system 108 are cooperatively configured to display, render, or otherwise
convey one or more graphical representations or images associated with
operation of the aircraft 120 on the display device 102, as described in
greater detail below. The processing system 106 is coupled to the
navigation system 112 for obtaining real-time navigational data and/or
information regarding operation of the aircraft 120 to support operation
of the system 100. In an exemplary embodiment, the communications system
110 is coupled to the processing system 106 and configured to support
communications to and/or from the aircraft 120, as will be appreciated in
the art. The processing system 106 is also coupled to the flight
management system 114, which in turn, may also be coupled to the
navigation system 112, the communications system 110, and one or more
additional avionics systems 118 to support navigation, flight planning,
and other aircraft control functions in a conventional manner, as well as
to provide real-time data and/or information regarding operation of the
aircraft 120 to the processing system 106. In an exemplary embodiment,
the user input device 104 is coupled to the processing system 106, and
the user input device 104 and the processing system 106 are cooperatively
configured to allow a user to interact with the display device 102 and
other elements of system 100, as described in greater detail below. The
audio output device 105 is coupled to the processing system 106, and the
audio output device 105 and the processing system 106 are cooperatively
configured to provide auditory feedback to a user, as described in
greater detail below.

[0020] In an exemplary embodiment, the display device 102 is realized as
an electronic display configured to graphically display flight
information or other data associated with operation of the aircraft 120
under control of the display system 108 and/or processing system 106. In
an exemplary embodiment, the display device 102 is located within a
cockpit of the aircraft 120. It will be appreciated that although FIG. 1
shows a single display device 102, in practice, additional display
devices may be present onboard the aircraft 120. In an exemplary
embodiment, the user input device 104 is also located within the cockpit
of the aircraft 120 and adapted to allow a user (e.g., pilot, co-pilot,
or crew member) to interact with the system 100, as described in greater
detail below. In various embodiments, the user input device 104 may be
realized as a keypad, touchpad, keyboard, mouse, touch panel (or touch
screen), joystick, knob, line select key or another suitable device
adapted to receive input from a user. In accordance with one or more
embodiments, the user input device 104 is realized as an audio input
device, such as a microphone, audio transducer, audio sensor, or the
like, that is adapted to allow a user (e.g., pilot, co-pilot, or crew
member) to provide audio input to the system 100 in a "hands free" manner
without requiring a user to move his or her hands and/or head to interact
with the system, as described in greater detail below. In various
embodiments, the audio output device 105 may be realized as a speaker,
headphone, earphone, earbud, or another suitable device adapted to
provide auditory output to a user. In this regard, in some embodiments,
the audio input device 104 and audio output device 105 may be integrated
on a single headset, as will be appreciated in the art. It should be
appreciated that although FIG. 1 shows the display device 102, the audio
input device 104, and the audio output device 105 as being located within
the aircraft 120, in practice, one or more of the display device 102, the
audio input device 104, and/or the audio output device 105 may be located
outside the aircraft 120 (e.g., on the ground as part of an air traffic
control center or another command center) and communicatively coupled to
the remaining elements of the system 100 (e.g., via a data link).

[0021] In an exemplary embodiment, the navigation system 112 is configured
to obtain one or more navigational parameters associated with operation
of the aircraft 120. The navigation system 112 may be realized as a
global positioning system (GPS), inertial reference system (IRS), or a
radio-based navigation system (e.g., VHF omni-directional radio range
(VOR) or long range aid to navigation (LORAN)), and may include one or
more navigational radios or other sensors suitably configured to support
operation of the navigation system 112, as will be appreciated in the
art. The navigation system 112 is capable of obtaining and/or determining
the instantaneous position (or ownship position) of the aircraft 120,
that is, the current location of the aircraft 120 (e.g., the latitude and
longitude) and the altitude or above ground level for the aircraft 120.
In an exemplary embodiment, the navigation system 112 also obtains and/or
determines the heading of the aircraft 120 (i.e., the direction the
aircraft is traveling in relative to some reference). In an exemplary
embodiment, the communications system 110 is suitably configured to
support communications between the aircraft 120 and air traffic control
or another suitable command center or ground location. In this regard,
the communications system 110 may be realized using a radio communication
system or another suitable data link system. In an exemplary embodiment,
the flight management system 114 maintains information pertaining to a
flight plan (or alternatively, a route or travel plan) for the aircraft
120. In accordance with one or more embodiments, the flight management
system 114 also maintains information regarding operating characteristics
of the aircraft 120, such as, for example, the turning radius of the
aircraft 120, the wingspan of the aircraft 120, the gross weight of the
aircraft 120, and the like. In an exemplary embodiment, the avionics
system 116 includes an automated system adapted to provide auditory
guidance and/or warnings to a user via audio output device 105 when
taxiing, as described in greater detail below.

[0022] The display system 108 generally represents the hardware, software,
and/or firmware components configured to control the display and/or
rendering of one or more navigational maps and/or other displays
pertaining to operation of the aircraft 120 and/or systems 112, 114, 116,
118 on the display device 102. In this regard, the display system 108 may
access or include one or more databases suitably configured to support
operations of the display system 108, such as, for example, a terrain
database, an obstacle database, a navigational database, a geopolitical
database, a terminal airspace database, a special use airspace database,
or other information for rendering and/or displaying content on the
display device 102.

[0023] The processing system 106 generally represents the hardware,
software, and/or firmware components configured to facilitate
communications and/or interaction between the user input device 104 and
the other elements of the system 100 and perform additional tasks and/or
functions described in greater detail below. In an exemplary embodiment,
the processing system 106 implements a speech recognition engine (or
voice recognition engine) and/or speech-to-text system adapted to receive
audio input from a user via an audio input device 104. In this regard,
the processing system 106 also includes one or more analog-to-digital
converters (ADCs), digital-to-analog converters (DACs), analog filters
and/or digital filters suitably configured to support operations of the
system 100, as described in greater detail below.

[0024] Depending on the embodiment, the processing system 106 may be
implemented or realized with a general purpose processor, a content
addressable memory, a digital signal processor, an application specific
integrated circuit, a field programmable gate array, any suitable
programmable logic device, discrete gate or transistor logic, processing
core, discrete hardware components, or any combination thereof, designed
to perform the functions described herein. The processing system 106 may
also be implemented as a combination of computing devices, e.g., a
plurality of processing cores, a combination of a digital signal
processor and a microprocessor, a plurality of microprocessors, one or
more microprocessors in conjunction with a digital signal processor core,
or any other such configuration. In practice, the processing system 106
includes processing logic that may be configured to carry out the
functions, techniques, and processing tasks associated with the operation
of the system 100, as described in greater detail below. Furthermore, the
steps of a method or algorithm described in connection with the
embodiments disclosed herein may be embodied directly in hardware, in
firmware, in a software module executed by the processing system 106, or
in any practical combination thereof.

[0025] In an exemplary embodiment, the data storage element 118 maintains
information regarding the taxi paths (or taxi routes) for one or more
airports or another suitable ground location. As used herein, a taxi path
or taxi route should be understood as a delineated path for travel on the
ground, such as a taxiway, runway, or another suitable ground travel path
at an airport. In an exemplary embodiment, each airport is associated
with a plurality of taxi paths for traveling between the hangars,
terminals, aprons, ramp areas, parking stands, de-icing stands and/or
runways at the respective airport. In this regard, the data storage
element 118 maintains an association between a respective airport and the
taxi paths located at that respective airport. In an exemplary
embodiment, the data storage element 118 maintains geographic information
pertaining to the taxi paths at the respective airport, such as, for
example, the geographic location of the endpoints of the taxiways and/or
runways, identifiers for the respective taxiways and/or runways,
identification of the taxiways and/or runways that intersect, cross or
otherwise connect to another taxiway and/or runway, the geographic
location of the intersections of taxiways and/or runways, or other
information relating to the relationship between a respective taxiway
and/or runway and the other taxiways and/or runways at the airport.

[0026] Referring now to FIG. 2, in an exemplary embodiment, a system 100
may be configured to perform a taxi clearance display process 200 and
additional tasks, functions, and operations described below. The various
tasks may be performed by software, hardware, firmware, or any
combination thereof. For illustrative purposes, the following description
may refer to elements mentioned above in connection with FIG. 1. In
practice, the tasks, functions, and operations may be performed by
different elements of the described system, such as the display device
102, the audio input device 104, the audio output device 105, the
processing system 106, the display system 108, an avionics system 110,
112, 114, 116 and/or the data storage element 118. It should be
appreciated that any number of additional or alternative tasks may be
included, and may be incorporated into a more comprehensive procedure or
process having additional functionality not described in detail herein.

[0027] Referring again to FIG. 2, and with continued reference to FIG. 1,
a taxi clearance display process 200 may be performed to enable a user,
such as a pilot or co-pilot, to quickly and easily input a taxi clearance
(or taxi instructions) which may then be subsequently displayed on a
display device and/or provided to an automated system to give feedback to
the user. In an exemplary embodiment, the taxi clearance display process
200 begins by obtaining or otherwise identifying the location and heading
of the aircraft (tasks 202, 204). Depending on the embodiment, the
processing system 106 may obtain or otherwise identify the location of
the aircraft 120 (or ownship position) based on information provided by
the navigation system 112, flight management system 114, or another
avionics system 116. In an exemplary embodiment, the processing system
106 obtains or otherwise identify the heading (or bearing) of the
aircraft 120 based on information received from the navigation system
112. For example, in accordance with one embodiment, the navigation
system 112 provides the geographic location of the aircraft 120 (e.g.,
latitude and longitude coordinates or other GPS coordinates corresponding
to the location of the aircraft 120) as well as the heading (or bearing)
of the aircraft 120 to the processing system 106.

[0028] In an exemplary embodiment, the taxi clearance display process 200
continues by identifying or otherwise determining the airport which the
aircraft is currently located at (or proximate to) and displaying a
navigational map of the identified airport in a viewing area on a display
device associated with the aircraft (tasks 206, 208). Depending on the
embodiment, the processing system 106 may identify the appropriate
airport based on the location of the aircraft 120, by obtaining the
appropriate airport from the flight management system 114 (e.g., based on
the flight plan), or the appropriate airport may be identified in
response to receiving user input indicative of the airport which the
aircraft 120 is located at and/or proximate to via user input device 104.

[0029] Referring now to FIG. 3, and with continued reference to FIG. 1 and
FIG. 2, the taxi clearance display process 200 may display and/or render
a navigational map 300 of the identified airport on the display device
102 in the aircraft 120. In this regard, the background 304 of the
navigational map 300 comprises a graphical representation of the
taxiways, runways, hangars and/or terminals for the identified airport.
In this regard, the processing system 106 and/or display system 108
display and/or render the background 304 of the navigational map 300
based at least in part on information maintained by data storage element
118. In an exemplary embodiment, the taxi clearance display process 200
also displays and/or renders a graphical representation of the aircraft
302 within the navigational map 300. In this regard, the graphical
representation of the aircraft 302 is overlaid or rendered on top of a
background 304 and positioned with respect to the background 304 in a
manner that accurately reflects the real-world location and/or heading of
the aircraft 302. In an exemplary embodiment, the navigational map 300 is
refreshed or updated as the aircraft travels, such that the graphical
representation of the aircraft 302 is positioned with respect to
background 304 in a manner that accurately reflects the current (e.g.,
instantaneous or substantially real-time) real-world location and/or
heading of the aircraft 120 relative to the earth. In the illustrated
embodiment shown in FIG. 3, the orientation of the navigational map 300
is track-up or heading-up (i.e., aligned such that the aircraft 302 is
always traveling in an upward direction). However, it will be appreciated
that in other embodiments, the orientation of the navigational map 300
may be north-up (i.e., moving upward on the map 300 corresponds to
traveling northward) or with respect to another direction (e.g.,
east-up), and the subject matter described herein is not limited to any
particular orientation of the navigational map 300.

[0030] It should be understood that FIG. 3 is a simplified representation
of a navigational map 300, and practical embodiments may include the
terrain, topology, airspace designations and/or restrictions, points of
interest, weather conditions, radar data, neighboring air traffic, and/or
other real-time flight related information or items within the geographic
area corresponding to the currently displayed area of the navigational
map 300, as will be appreciated in the art. Furthermore, it will be
appreciated that although FIG. 3 depicts a top view (e.g., from above the
aircraft 302) of the navigational map 300, in practice, alternative
embodiments may utilize various perspective views, such as side views,
three-dimensional views (e.g., a three-dimensional synthetic vision
display), angular or skewed views, and the like.

[0031] Referring again to FIG. 2, and with continued reference to FIG. 1
and FIG. 3, in an exemplary embodiment, the taxi clearance display
process 200 continues by identifying the initial taxi path (or taxi
route) for the aircraft (task 210). In accordance with one embodiment,
the initial taxi path comprises the runway or taxiway which the aircraft
is currently located on, that is, the taxiway or runway corresponding to
the obtained aircraft location. The processing system 106 may identify or
otherwise determine the initial taxi path for the aircraft 120 based on
the obtained aircraft location and/or the obtained aircraft heading, and
the geographic location information for the runways and/or taxiways
maintained by the data storage element 118. For example, referring now to
FIG. 3, the processing system 106 may identify runway 25L as the initial
taxi path for the aircraft 120 when the geographic location of the
aircraft 120 is between the endpoints for runway 25L/7R and the heading
of the aircraft 120 corresponds to runway 25L. In accordance with another
embodiment, when the aircraft is not currently located on a runway and/or
taxiway, the taxi clearance display process 200 may identify or otherwise
determine the initial taxi path as the anticipated starting runway and/or
taxiway for taxiing the aircraft (e.g., the runway which the aircraft 120
is expect to land on and/or the taxiway nearest the current gate). For
example, the processing system 106 may identify the initial taxi path for
the aircraft 120 based on the assigned and/or designated runway for
landing, by obtaining such information from the flight management system
114. In another embodiment, the processing system 106 may identify the
initial taxi path for the aircraft 120 based on taxiway nearest to and/or
connecting to the current gate, terminal and/or hangar where the aircraft
120 is located, for example, based on the aircraft location and the
geographic information for the runways and/or taxiways maintained by the
data storage element 118. Alternatively, initial taxi path may be
obtained by the processing system 106 from a user via user input device
104.

[0032] In an exemplary embodiment, after identifying the initial taxi path
for the aircraft, the taxi clearance display process 200 continues by
determining or otherwise identifying a plurality of possible taxi paths
corresponding to the next possible taxi paths for the aircraft (task
212). In this regard, the next possible taxi paths comprises a subset of
the plurality of taxi paths for the identified airport which are capable
of being utilized by the aircraft 120. In an exemplary embodiment, each
possible taxi path of the plurality of possible taxi paths intersects
crosses, or otherwise meets the initial taxi path at a respective
intersection location that is in a direction substantially aligned with
the aircraft heading from the aircraft location along the initial taxi
path. In this regard, each possible taxi path intersects, crosses, or
otherwise meets the initial taxi path at an intersection location between
the aircraft's location on the initial taxi path and the endpoint of the
initial taxi path in the direction of the aircraft's travel (e.g., in
front of or ahead of the aircraft) from the aircraft's location on the
initial taxi path. In other words, the next possible taxi paths do not
include taxiways and/or runways which intersect, cross, or otherwise meet
the initial taxi path in the opposite direction of the aircraft's heading
from the aircraft location (e.g., taxi paths that intersect and/or cross
the initial taxi path behind the aircraft's location) or taxiways and/or
runways that do not intersect, cross, or otherwise connect to the initial
taxi path. Thus, the taxi clearance display process 200 excludes taxi
paths of the plurality of taxi paths at the identified airport that
either do not intersect the initial taxi path or intersect the initial
taxi path in a direction opposite the aircraft heading (e.g., behind the
aircraft location) from the possible taxi paths.

[0033] In an exemplary embodiment, the plurality of possible taxi paths
does not include taxiways and/or runways which the aircraft 120 is
physically incapable of utilizing based on one or more operating
characteristics of the aircraft 120, such as, the current velocity of the
aircraft 120, the turning radius of the aircraft 120, the wingspan of the
aircraft 120, the gross weight of the aircraft 120, or another
characteristic of the aircraft 120. For example, the processing system
106 may exclude a taxi path that intersects the initial taxi path in the
direction of the aircraft heading from the aircraft's location from the
next possible taxi paths based upon a relationship of the current
velocity of the aircraft 120 and the distance between the taxi path and
the aircraft location. For example, if the distance between the taxi path
and the aircraft location is insufficient for the aircraft 120 to be able
to reduce its velocity to a maximum safe velocity for turning onto or
otherwise accessing the taxi path, the processing system 106 may exclude
the taxi path from the plurality of taxi paths. In another embodiment,
the processing system 106 may exclude a taxi path that intersects the
initial taxi path in the direction of the aircraft heading from the
aircraft's location from the next possible taxi paths based upon the
angle of intersection between the taxi path and the initial taxi path and
the turning radius of the aircraft 120. In this regard, if the turning
radius of the aircraft 120 is too large for the aircraft 120 to be able
to turn or otherwise maneuver onto the taxi path, the processing system
106 may exclude the taxi path from the plurality of taxi paths. In
alternative embodiments, if the wingspan and/or gross weight of the
aircraft 120 are too large for the aircraft 120 to be able to utilize the
taxi path, the processing system 106 may exclude the taxi path from the
plurality of taxi paths. For example, a particular taxi path may have
weight and/or wingspan restrictions, wherein the taxi path is excluded
from the possible taxi paths when the gross weight and/or wingspan of the
aircraft 120 exceeds the weight and/or wingspan restrictions for the
particular taxi path. Thus, a larger aircraft may have fewer possible
taxi paths than a smaller aircraft.

[0034] In an exemplary embodiment, the taxi clearance display process 200
determines the next possible taxi paths for the aircraft based on the
initial taxi path, the aircraft location, the aircraft direction the
aircraft is traveling on the initial taxi path, and the velocity at which
the aircraft is traveling on the initial taxi path. For example,
referring now to the embodiment illustrated in FIG. 3, the processing
system 106 may determine the next possible taxi paths for the aircraft
120, 302 by identifying the taxi paths which intersect the current taxi
path (e.g., runway 25L) in the forward direction from (or in front of or
ahead of) the aircraft 120, 302 based on the aircraft's location and
heading along the current taxi path using the information for the taxi
paths (e.g., the geographic locations of the taxi paths and/or
intersection information) at the identified airport maintained by data
storage element 118. The processing system 106 may then obtain the
velocity of the aircraft 120, 302 and exclude any of the taxi paths which
intersect the current taxi path (e.g., runway 25L) in the forward
direction from the aircraft 120, 302 which the aircraft 120, 302 is
incapable of utilizing based on the aircraft's velocity, the maximum safe
aircraft velocity for turning onto the respective taxi path (e.g., based
on the angle at which the respective taxi path intersects the current
taxi path), and the distance between the aircraft's current location and
the respective taxi path. For example, if the distance between the
aircraft's current location and a taxi path in the forward direction of
the aircraft is insufficient for the aircraft to reduce its velocity from
its current velocity to the maximum safe aircraft velocity for turning
onto the respective taxi path, the processing system 106 may exclude the
taxi path from the next possible taxi paths. For example, in FIG. 3, the
velocity of the aircraft 302 may be such that the aircraft 302 is
incapable of turning onto either of taxiway C-11 or B-11, which intersect
runway 25L in the forward direction, wherein the processing system 106
excludes taxiways C-11 and B-11 from the next possible taxiways for the
aircraft 302. Alternatively, the processing system 106 may exclude
taxiway C-11 and/or taxiway B-11 from the next possible taxiways for the
aircraft 302 when the gross weight and/or wingspan of the aircraft 302
exceeds weight and/or wingspan restrictions for taxiway C-11 and/or
taxiway B-11.

[0035] Referring again to FIG. 2, in an exemplary embodiment, after
determining the next possible taxi paths for the aircraft, the taxi
clearance display process 200 continues by displaying the next possible
taxi paths or otherwise graphically indicating the next possible taxi
paths on the display device (task 214). For example, as shown in FIG. 3,
the processing system 106 and/or display system 108 may display a list
306 comprising a graphical representation of the next possible taxi paths
for the aircraft 302 on the display device 102. In accordance with some
embodiments, the processing system 106 and/or display system 108 may
graphically indicate next possible taxi paths on the display device 102,
for example, by rendering the taxi paths of the next possible taxi paths
using a first visually distinguishable characteristic. Depending on the
embodiment, the visually distinguishable characteristic may be realized
by using one more of the following: color, hue, tint, brightness,
graphically depicted texture or pattern, contrast, transparency, opacity,
shading, animation (e.g., strobing, flickering or flashing), and/or other
graphical effects.

[0036] In an exemplary embodiment, the taxi clearance display process 200
continues by receiving a user input indicative of a desired taxi path and
determining whether the user input corresponds to a possible taxi path
for the aircraft based on the next possible taxi paths (tasks 216, 218).
In an exemplary embodiment, taxi clearance display process 200 is adapted
for an audio input (or voice input), wherein an audio input device 104
receives or otherwise senses a sound, converts the sound to a
corresponding electrical signal, and provides the electrical signal to
the processing system 106. The processing system 106 performs one or more
speech recognition techniques and/or algorithms to recognize, verify, or
otherwise determine whether the received audio input signal from the
audio input device 104 matches or otherwise corresponds to a taxi path of
the next possible taxi paths by utilizing the next possible taxi paths as
the speech recognition vocabulary (or dictionary). In this regard, by
limiting the vocabulary (or dictionary) utilized for the speech
recognition techniques and/or algorithms to the next possible taxi paths
(e.g., by eliminating the non-plausible taxi paths), the accuracy and
response time of the speech recognition is improved. In an exemplary
embodiment, the processing system 106 is also configured to correlate
letters and their phonetic equivalents (e.g., `ALPHA`=`A`, `BRAVO`=`B`,
and so on), thereby allowing desired taxiways and/or runways to be input
using phonetic terminology and/or code words. In alternative embodiments,
the processing system 106 may receive the user input indicative of a
desired taxi path in response to a user manipulating a user input device
104 (e.g., a knob or cursor control device) to input a desired taxi path.
In accordance with one embodiment, the processing system 106 and/or user
input device 104 are cooperatively configured to allow a user to
manipulate a cursor (or pointer) to select or otherwise indicate the
desired taxi path from a list (e.g., list 306). In an exemplary
embodiment, if the received user input does not correspond to a taxi path
of the next possible taxi paths, the taxi clearance display process 200
is configured to notify the user (e.g., by providing a warning message to
the user via display device 102 and/or audio output device 105).
Depending upon the embodiment, when the user input does not correspond to
a possible taxi path, the taxi clearance display process 200 may be
configured to either exit or repeat the steps of receiving input and
determining whether the input corresponds to a possible taxi path (e.g.,
tasks 216, 218).

[0037] In an exemplary embodiment, when the received user input
corresponds to a taxi path of the next possible taxi paths, the taxi
clearance display process 200 continues by graphically indicating the
taxi segment corresponding to the selected taxi path (task 220). In this
regard, the taxi segment corresponding to the selected taxi path
comprises the portion of the current taxi path (or initial taxi path)
between the aircraft location and the intersection of the selected taxi
path and the current taxi path. In an exemplary embodiment, the taxi
clearance display process 200 graphically indicates the taxi segment by
displaying and/or rendering the taxi segment corresponding to the
selected taxi path using a second visually distinguishable
characteristic, that is, a visually distinguishable characteristic
different from the first visually distinguishable characteristic
described above. As shown in FIG. 3, in response to recognizing a
received user input indicative of taxiway B-5 (e.g., `BRAVO 5`) as the
desired taxi path, the processing system 106 displays and/or renders the
segment 308 of runway 25L (e.g., the initial taxi path) between the
current location of the aircraft 302 and the intersection 310 of taxiway
B-5 and runway 25L using a visually distinguishable characteristic to
indicate B-5 as the selected taxiway, that is, the taxiway which the
aircraft 302 should turn onto. In an exemplary embodiment, if the user
input includes a particular instruction for the selected taxi path, such
as a hold instruction, the taxi clearance display process 200 may
graphically indicate the instruction proximate the intersection with the
selected taxi path.

[0038] In an exemplary embodiment, the taxi clearance display process 200
continues by determining the next possible taxi paths for the aircraft
based on the selected taxi path (task 224). In this regard, the next
possible taxi paths comprises a plurality of possible taxi paths that
corresponds to a subset of the plurality of taxi paths for the identified
airport which are capable of being utilized by the aircraft 120 after the
aircraft 120 turns on the selected taxi path. In an exemplary embodiment,
each possible taxi path of the plurality of possible taxi paths
intersects the selected taxi path in the anticipated (or expected)
direction of the aircraft's travel along the selected taxi path, that is,
the direction of the anticipated (or expected) aircraft heading on the
selected taxi path, from the intersection of the selected taxi path and
the previous selected taxi path. In this regard, the processing system
106 determines or otherwise identifies an anticipated aircraft location
on the selected taxi path as the intersection of the selected taxi path
and the initial taxi path. In accordance with one embodiment, the
processing system 106 determines or otherwise identifies the anticipated
heading for the aircraft 120 based on the relationship between the
selected taxi path and the previous taxi path. In this regard, if the
selected taxi path extends from the previous taxi path in one direction,
the processing system 106 may identify that direction as the anticipated
aircraft heading. For example, as shown in FIG. 3, taxiway B-5 extends
from the intersection 310 with runway 25L in only one direction, such
that the processing system 106 identifies the direction of taxiway B-5
from the intersection 310 with runway 25L as the anticipated aircraft
heading. If the selected taxi path extends from the previous taxi path in
two directions, the processing system 106 may identify the anticipated
aircraft heading along the selected taxi path based on the user input
indicating the appropriate direction along the selected taxiway (e.g.,
"BRAVO 5 RIGHT" or "RIGHT ON BRAVO 5"). Thus, the next possible taxi
paths from the selected taxi path do not include taxiways and/or runways
which are located in the opposite direction of the aircraft's anticipated
travel direction and/or anticipated heading from the aircraft location or
taxiways and/or runways that do not intersect, cross, or otherwise
connect to the initial taxi path. For example, in the illustrated
embodiment of FIG. 3, the processing system 106 may exclude C-5 from the
next possible taxi paths for selected taxi path B-5, because C-5 is in
the opposite direction of the anticipated travel direction for the
aircraft 302 when the aircraft 302 turns onto B-5. In an exemplary
embodiment, the plurality of possible taxi paths does not include
taxiways and/or runways which the aircraft 120 is physically incapable of
utilizing, in a similar manner as described above.

[0039] After determining the next possible taxi paths for the aircraft
from the selected taxi path, the taxi clearance display process 200
continues by displaying the next possible taxi paths or otherwise
graphically indicating the next possible taxi paths from the selected
taxi path on the display device (task 214). For example, as shown in FIG.
4, the processing system 106 and/or display system 108 may display a list
406 comprising a graphical representation of the next possible taxi paths
for the aircraft 302 on the display device 102 after turning the aircraft
302 onto taxiway B-5 from runway 25L. As described above, the processing
system 106 and/or display system 108 may graphically indicate next
possible taxi paths for the selected taxi path on the display device 102
using a first visually distinguishable characteristic. As described
above, the taxi clearance display process 200 continues by receiving a
user input indicative of a desired taxi path, determining whether the
user input corresponds to a possible taxi path for the aircraft based on
the next possible taxi paths, and graphically indicating the taxi segment
corresponding to the selected taxi path when the user input corresponds
to a possible taxi path, in a similar manner as described above (tasks
216, 218, 220). As shown in FIG. 4, in response to recognizing a received
user input indicative of taxiway B as the desired taxi path, the
processing system 106 displays and/or renders the segment 408 of taxiway
B-5 between the intersection 310 of taxiway B-5 and runway 25L and the
intersection 410 of taxiway B-5 and taxiway B using a second visually
distinguishable characteristic to indicate B as the selected taxiway,
that is, the taxiway which the aircraft 302 should turn onto from taxiway
B-5. The loop defined by tasks 214, 216, 218, 220, 222 repeats until
there are no possible taxi paths from a selected taxi path, indicating
that complete taxi instructions for taxiing the aircraft from its initial
location 302 to a destination location (e.g., a terminal, hangar, gate,
or runway) have been received. For example, as shown in FIG. 5, the
processing system 106 may receive user input indicative of turning the
aircraft left onto taxiway B-9 as the desired taxi path from B, followed
by a user input indicative of a hold instruction before crossing runway
25R (e.g. `HOLD SHORT OF RUNWAY 25R`), followed by a user input
indicative of proceeding onto taxiway A-9 from taxiway B-9, followed by a
user input indicative of proceeding onto taxiway R-9 from taxiway A-9, at
which point, the processing system 106 does not identify any possible
taxi paths from taxiway A-9.

[0040] In an exemplary embodiment, when there are no next possible taxi
paths for a selected taxi path, the taxi clearance display process 200 is
configured to prompt a user to confirm the received taxi instructions
(task 224). In this regard, a user may review the taxi instructions by
viewing the graphically indicated taxi segments on the display device 102
to determine whether the received taxi instructions correspond to the
correct and/or desired taxi instructions. If the taxi instructions are
not confirmed, the taxi clearance display process 200 may exit,
reinitialized, or otherwise repeat the loop defined by tasks 214, 216,
218, 220 and 222 to modify the taxi instructions. In response to a user
confirming the received taxi instructions, the taxi clearance display
process 200 may display the taxi segments corresponding to the selected
taxi paths using a third visually distinguishable characteristic to
indicate they have been confirmed or otherwise accepted and provide the
selected taxi paths (and any associated instructions) to an appropriate
avionics system for providing notification to a user while taxiing the
aircraft (task 226). As shown in FIG. 5, in response to confirmation from
the user, the processing system 106 displays and/or renders the segment
500 of taxiway B between the intersection 410 of taxiway B-5 and taxiway
B and the intersection 501 of taxiway B and taxiway B-9, the segment 502
of taxiway B-9 between the intersection 501 of taxiway B and taxiway B-9
and the intersection 503 of taxiway B-9 and taxiway A-9, the segment 504
of taxiway A-9 between the intersection 503 of taxiway B-9 and taxiway
A-9 and the intersection 505 of taxiway A-9 and taxiway R-9, the segment
506 of taxiway R-9, and segments 308 and 408 with a visually
distinguishable characteristic indicating the taxi clearance is confirmed
and/or accepted. As shown, the taxi clearance display process 200
displays and/or renders a graphical indicator 510 on taxiway B-9 before
the intersection 503 with runway 25R to graphically indicate the hold
instruction before crossing runway 25R. The processing system 106 may
also display a graphical representation 512 of the confirmed taxi
instructions which lists the selected taxiways and/or runways. In an
exemplary embodiment, the processing system 106 provides the confirmed
selected taxi paths to an avionics system 116 which provides an audio
and/or visual indication to the user to turn the aircraft 120 onto a
selected taxi path upon the aircraft 120 reaching (or coming within a
threshold distance of) the intersection of a current taxi path and the
selected taxi path. In this regard, as the aircraft 120, 302 travels, the
avionics system 116 may provide an auditory indication (e.g., via audio
output device 105) or a visual indication (e.g., on display device 102)
that the aircraft 120 should turn onto a selected taxi path the location
of the aircraft 120, 302 along the current taxi path is proximate the
selected taxi path. For example, when the aircraft 120, 302 nears taxiway
B-5 on runway 25L, the avionics system 116 may provide an indication to
the pilot to turn the aircraft 120, 302 onto taxiway B-5.

[0041] One advantage of the systems and/or methods described above is that
a user may quickly and accurately input taxi instructions (or a taxi
clearance) received from an air traffic controller to the system to
provide visual and/or audio indication of the assigned taxi instructions
to the user. For example, a pilot may read back the instructions from the
air traffic controller, and speech recognition may be utilized to
recognize or otherwise identify the taxiways and/or runways that comprise
the taxi instructions. By limiting the possible taxiways and/or runways
based on the location and heading of the aircraft along a current or
previously identified taxiway and/or runway, the response time and
accuracy of the speech recognition is improved by virtue of the limited
vocabulary (or dictionary) being utilized. Thus, the taxi instructions
may be quickly input and displayed on a display device onboard the
aircraft, reducing the workload of the pilot and improving the pilot's
situational awareness.

[0042] While at least one exemplary embodiment has been presented in the
foregoing detailed description, it should be appreciated that a vast
number of variations exist. It should also be appreciated that the
exemplary embodiment or exemplary embodiments are only examples, and are
not intended to limit the scope, applicability, or configuration of the
subject matter in any way. Rather, the foregoing detailed description
will provide those skilled in the art with a convenient road map for
implementing an exemplary embodiment of the subject matter. It being
understood that various changes may be made in the function and
arrangement of elements described in an exemplary embodiment without
departing from the scope of the subject matter as set forth in the
appended claims.

Patent applications by John G. Suddreth, Cave Creek, AZ US

Patent applications by Thea L. Feyereisen, Hudson, WI US

Patent applications by Troy Nichols, Peoria, AZ US

Patent applications by HONEYWELL INTERNATIONAL INC.

Patent applications in class Traffic analysis or control of aircraft

Patent applications in all subclasses Traffic analysis or control of aircraft